System for treating, distributing, and conveying air in internal combustion engines



y 1942. o. c. FUNDERBURK -r 8 5 SYSTEM- FOR TREATING, DISTRIBUTING, AND CONVEYING AIR IN AN INTERNAL COMBUSTION ENGINE Original Filed Aug. 30. 1939 10 Sheets-Sheet 1 INVENTOR &5 C/ mbum 35 @252. W

ATTORNEY y 1942- o. c. FUNDERBURK 2,288,696

SYSTEM FOR TREATING, DISTRIBUTING, AND CONVEYING AIR IN AN INTERNAL COMBUSTION ENGINE Original Filed Aug. 30, 1939 10 Sheets-Sheet 2 I l I I I I I I l I I I l I I l I l I l l 3. 5 Mad} g o \i w s w I? g a? N g & a; a 4

N E g 2? INVENTPR g? d/W BY n\\ ATT July 7, 1942. o. c. FUNDERBURK SYSTEM-FOR"-TREATING, DISTRIBUTING, AND CONVEYING A111 IN AN INTERNAL COMBUSTION ENGINE" l0 Sheets-"Sheet 5 Original Filed Aug. 30, 1939 ATTORNEY I July 7, 1942. 0, c, FUNDERBURK 2,288,696 I SYSTEM FOR TREATING, DISTRIBUTING, AND qoNvEYINs AIR IN AN INTERNAL COMBUSTION ENGINE Original Filed Aug. 30, 1939 10 Sheets-Sheet 4 NVENTOR ATTORNEY y 1942- o. c. FUNDERBURK ,288,696

SYSTEM FGR TREATING, DISTRIBUTING. AND CONVEYING AIR IN AN INTERNAL COMBUSTION ENGINE 7 Original Filed Aug. 30, 1939 10 Shoots-Sheet 5 ATTORNEY SYSTEM FOR TREATING, DISTRIBUTING, AND CONVEYING AIR IN AN INTERNAL COMBUSTION ENGINE Original Filed Aug. 30, 1939 10 Shasta-Sheet 6 July 7, 1942. o. c. FUNDERBURK \NVENTOR mcfm ATTORNEY July 7, 1942- o. c. FUNDERBURK 2,283,695 SYS'I'EI EOR TREATING, DISTRIBUTING, AND CONVEYING AIR'IN AN INTERNAL COMBUSTIONENGINE Original Filed Aug. 30, 1939 10 Sheets-Sheet 7 INVENTOR BY WM ATTORNFV July 7, 194

ed Aug.

. c. F DERBURK 2,288,696

ING, STRIBUTING, AND CONVEYING O SYSTEM FOR TREAT AIR IN AN INTERNAL COMBUSTION ENGINE 8.1 F11 30, 1939 I0 Sheets-Sheet 8 Origin INVENTOR ATTORNEY w t "D w 8 88 2 b. 9- 6 mm Y. mm E mm 6 July 7, 1942. o. c. FUNDERBURK SYSTEM FOR TREATING, DISTRIBUTING, AND

AIR IN AN INTERNAL comsus'non mm Ongzmal Flled Aug 30. 1959 ATTORNEY y 1942- o. c. FUNDERBURK 2,288,696

SYSTEM FOR TREATING, DISTRIBUTING, AND CQNVEYING AIR IN AN INTERNAL COMBUSTION ENGINE Original Filed Aug. 30, "1939 10 Sheets-Sheet 1O a i n-W z ATTORNIEY Patented July 1, 1942 SYSTEM FOR TREATING, DISTRIBUTING,

AND CONVEYING Am 1N INTERNAL COM- BUSTION ENGINES om o. Funderburk, Weston, Mesa, auiguor to Kane Carburetor Corporation of Delaware, Wilmington, Del.

Ori

ginal application August so, 1939, Serial No.

292,580. Divided and this application November 7, 1941, Serial No. 8,193

16 Claims.

This invention relates to a system for treating. distributing and conveying air in an internalcombustion engine, this application being a division of a prior application filed August 30, 1939, Serial No. 292,580.

It is within the contemplation of my invention to effectuate a quick rise in the temperature of the air supply for the carbureting and gasifying system, and to thereby reduce to a marked degree the long warming up periods necessary in common practice with conventional systems. And in this aspect of my invention, it is hence also an object to effect a quick starting of the engine upon the cranking thereof, as well as to permit such prompt starting without the necessity of restricting the air flow as is the common practice with the conventional choke mechanisms employed on most carbureting systems.

This invention also has for one of its main objectives the efficient utilization of the heat in the combustion chamber as well as that in the exhaust manifold to preheat a predetermined portion of the air drawn into the engine, thereby increasing the thermal emciency of the motor by eliminating the usualheat losses occurring in conventional engines due to the dissipation of heat to the water jacket through the combustion chambers, particularly when water temperatures are low. And it is also an object of my invention to enable relatively high compression ratios to be employed with average fuels.

It is also within the contemplation of my; invention to enable a wide range of fuels, from solvents and other heavy hydrocarbons to relatively volatile fuels, to be effectively carbureted or gasifled, and also to permit the ready gasification of low gravity hydrocarbon fuels for starting purposes without the employment of flame or other dangerous heating expedients.

Another object of my invention is to provide a system of so receiving, confining and distributing air directly from the atmosphere as to enable it to be thoroughly cleansed, and then directed, while still unheated and before being diverted to other paths, along the intake manifold, thereby maintaining the manifold at a substantially uniform temperature throughout the extent thereof, and keeping it relatively cool for high engine volumetricefflciencies. And it is my.

aid of a simple, compact and readily installed air cleaner of relatively low center of gravity. and hence not subject to the lateral vvitbrations and dangerous stresses prevalent in the convenfurther purpose to attain this objective with the so of the carburetor, particularly in the so-called floating power designs. And in this aspect of my invention it is a further object to provide easier passage of the air from the cooling fan than is possible with conventional air cleaner structures, an objective which is accomplished by the reduction of the obstructions in the slip stream from the fan due to the low disposition and smooth configuration of the cleaner, with a resulting enhanced eflicacy of the cooling system. Audit is still another object to employ the air cleaner structure to muflle the action of the gasilying system, for silent operation.

Another object of my invention is to eliminate vapor-lock or stratification of the gasoline vapors prevalent in conventional carbureting systems, particularly under high temperature and high altitude conditions, an objective which I attain by shielding the intake manifold from the direct action of the fan and by employing relatively cool air in circulation substantially surrounding the entire manifold for preventing'such a condition. Further prevention of vapor-lock is obtained by floatless fuel-lift supply system which provides for the fuel leading to the gasifler to be in constant motion and hence is delivered to the metering system without being arrested in its movement from the supply tank by valves such as are used in conventional carburetor float chambers that materially ad to stratiflcation or vapor-lock in the fuel supply stream. My system has no valves inthe fuel supply system from the metering pins to the supply tank, hence no chance of vapor pressures being locked in the supply system as aforementioned. Furthermore, by not having any fuel in storage in the carbureting system, heat from the engine is prevented from penetrating and saturating the said fuel supply.

It is also within the contemplation of my invention to so direct and treat the air flowing through the system as to enable fuel to be lifted, in controlled manner, directly from the gas tank without the use of a carburetor float bowl or similar reservoir.

Other objects, features and advantages will appear from the drawings and the description hereinafter given.

Referring to the drawings,

Figur 1 is a fragmentary, transverse, vertical section of a V type internal combustion engine containing my invention, the specific design illustrated being a Ford V-8 enginethe section tional drum type of air cleaner mounted on top 58 being taken through the cylinder nearest the radiator ,on the right bank, looking rearwardly towards the air cleaner and the dash.

Figure 2 is a bottom view of the air cleaner casin of F1 e 1.

Figi ire 3 lg fragmentary vertical longitudinal section taken substantially along line 3-3 of Figure 1, this view showing one section of the multiple-Venturi gasifying system employed in my invention, and a portion of the primary Venturi starting system.

Figure 4 is a fragmentary transverse vertical section of Figure 3 taken substantially along Figure 5 is a partial plan view of the engine illustrated in Figures 1 and 3 with the air cleane casing removed.

Figure 6 is a semi-diagrammatic development of the engine illustrated, showing the intake manifold with the gasifying system thereover, the cylinder heads, and the exhaust preheating system, and illustrating the flow of heat-emitting and heat-transmitting fluids therethrough.

Figure 7 is a schematic represenation of the mixture control button on the instrument panel and its connection with the battery circuit and the emulsifying air lever.

Figure 8 is a plan view of a cylinder head of the structure illustrated and which is positioned over one bank of four cylinders.

Figure 9 is a transverse section of the cylinderhead taken substantially along line 9-9 of Figure 1.

Figure 10 is a part elevation, part section of Figure 9 along line Ill-l0.

Figure 11 is a fragmentary transverse section Figure 27 is a fragmentary plan view of Figure 26.

Figure 28 is a section of Figure 27 taken substantially along line 28-28.

Figure 29 is a fragmentary side view of Figure Figure 30 is a section of Figure 27 taken substantially along line 3030, and

Figure 31 is a fragmentary vertical section of Figure 27 taken along line 3l3i The system constituting my invention contemplates the introduction into an internal combusof a slightly modified form of cylinder head, the

section being taken substantially along line 99 of Figure 1, similar to that of Figure 9.

Figure 12 is a section of Figure 9 taken along line |2--I2.

Figure 13 is a section of Figure 9 taken along line [3-13.

Figure 14 is a fragmentary section of Figure 9 taken along line ll-ll.

Figure 15 is a fragmentary section of Figure 9- taken along line |5l 5.

Figure 16 is a side elevation of the primary venturi and anterior throttle valve casing positioned upon the intake manifold, the view being taken substantially along line lG-i 6 of Figure 5.

Figure 17 is a sectional plan view of Figure 16 taken along line l1l I.

Figure 18 is a fragmentary sectional plan of Figure 16 taken'along line i8-i 8.

Figure 19 is a fragmentary section of Figure 1? taken along'line lQ-IS.

Figure 20 is a fragmentary section of Figure 17 taken substantially along line 2020.

Figure 21 is a schematic perspective view of the anterior throttle system shown operatively associated with the main multiple-Venturi assembly, the throttle fluid dash pot, the accelerator pedal, and connecting control linkage.

Figure 22 is a fragmentary side view of the throttle valve lever assembly of Figure 21.

Figure 23 is a vertical sectional view of the fluid dash pot construction of Figure 21.

Figure 24 is a sectional plan view of Figure 23 taken along line 24-24. 1

Figure 25 is an enlarged fragmentary vertical section of the device of Figure 24.

Figure 26 is a rear view of the assembly of pre-heated air inlet and main metering inlet block.

tion engine of atmospheric air through an ar cleaner casing and intake manifold assembly of special construction, whereby the air drawn in will be confined along predetermined paths to enable it to perform its various intended functions during its passage to the cylinders. After the air is cleansed by the metallic foil in the air cleaner, as will be more specifically hereinafter set forth, a substantial portion of it is first distributed throughout the entire intake manifold before being directed to other points, the air being confined within a reservoir formed by the peripheral walls of the manifold cooperating with the walls of the air cleanser. A portion of the air in the reservoir is directed into a multiple- Venturi gasifier, substantially in accordance with the structure described in U. S. Patent No. 2,102,800 granted December 21, 1937, to be admixed with previously vaporized fuel, forming a gaseous combustible fluid which is directed by suitable conduits to the intake valves of the engine. Another portion of the air circulating within the intake manifold casing is directed through suitable channels to special forms of cylinder heads provided with water jackets and air passageways. The aforesaid air is conveyed through these air passageways to absorb some of the heat from the combustion chambers of the cylinders therebelow, thereby becoming partially preheated. The air temperature is further increased by conducting this preheated air through heat transfer apparatus associated with the exhaust manifolds of the engine. This highly heated air is then conveyed back to the intake manifold casing where it is diverted into two paths, onebeing through the multiple-tube Venturi syste'm above referred to for combining with the liquid fuel drawn up through a suitable fuel line, and the other path being through a conduit leading to the primary starting system. This last mentioned stream of air is adapted, under certain conditions, to be further heated by an electric heating element; thereafter the air is directed downwardly through the primary Venturi system to lift the fuel from an auxiliary fuel line and admix therewith, the highly gasified mixture being then drawn directly into the intake manifold conduits and into the intake valves. Provision is also made for the controlled introduction of a portion of the preheated air into a passageway for combining with the liquid fuel coming from the said auxiliary fuel line, to form an emulsion of hot air and the liquid fuel which is ultimately led into the said primary venturi system, with advantages to be hereinafter set forth.

Having above described the operation of the system constituting my invention in general terms, I will now describe more specifically the apparatus of my invention for enabling the steps above referred to to be efiectuated.

In the drawings, and referring particularly to Figures 1 to 4 inclusive, the air cleaner casing 30 is substantially of rectangular cross section with the roof and corners thereof of arcuate and curved configuration. This air cleaner is of relatively low height, being shown lower than the electric generator 3| disposed forwardly thereof, thereby constituting considerably less obstruction to the passage of the air from the radiator fan than is possible with the conventional drum type of air-cleaner, the smooth and curved contour of the air cleaner The air cleaner casing is held in place by bolt means 208 extending through the top thereof and operatively connected with the unit I" to be hereinafter described. At the rear of the air cleaner is the breather pipe 32 and the passageway 83 for admitting lubricating oil through aperture 84 into the crank-case of the engine. The air cleaner 8!! is further provided with rearwardly opening louvres 35 for receiving the air from the atmosphere, this air passing through metallic foil 36 held in place by the wire screening 81, the entire air cleaner casing resting upon a circumferential gasket 38 surmounted upon the upper peripheral wall 39 of the intake manifold casing 48. In the preferred construction, the lower peripheral terminal edge 4| of the air cleaner casing is of channel-like structure to properly accommodate the said gasket 38. The inner wall of the air cleaner casing 30 is also provided with layers of heat-insulating .and sound-absorbing material 42, said layers being secured in place by the fastening elements 43, this material serving to render the operation of the carbureting system silent as well as thermally protected.

The intake manifold casing 48 contains a lateral wall 44 completely surrounding the interior of the manifold to provide an air reservoir, so'that all the air drawn in through the louvres 35 of the air cleaner will be kept confined within the walls of the cleaner casing 30 and the walls 44 of the intake manifold, to be subsequently diverted to other paths in the manner hereinafter set forth. Cast integral with the casing of the intake manifold are two conduits leading to the intake valves of the engine, the upper conduit 45 leading to the center cylinders on the right bank and the two end cylinders on the left bank and the lower conduit 46 leading to the two center cylinders on the left bank and to the two end cylinders on the right bank. Extending transversely across substantially the central portion of the intake manifold casing 40 and joining the upper portions of the longitudinal lateral walls 44 thereof is the connecting wall or flange 41 (see Figures 3, and 6) containing two ports 48 and 48 (see Figure 4) communicating with the I upper and lower intake manifold conduits 45 and 48 respectively. As will be hereinafter set forth, the two ports are adapted to receive the gasifled fuel stream both from the multiple-Venturi system and the primary Venturi system above referred to, whereby such streams will pass directly to the intake valves of the engine. Y

The opposite longitudinally extending lateral walls 44 of the intake manifold casing 48 contain, preferably below the said flange 41, air outlets 55 and 5| (see Figures 4 and 6), which communicate with the inlets 52 and 53 of the cylincommunicate with longitudinal passages 55 and 51. respectively (Figure 6), the former communicating with the transverse air passageways 58,

erence numeral 88. Each one of the air passage- 1 ways contains fins or ribs generally designated as enhancing this effect.

- forms shown in the drawings.

der heads 54 and 55 respectively. These inlets 59,50 and BI andthe latter with corresponding air passageways 62, 63, 54 and 85, these passageways all being disposed directly above the combustion chambers represented by the general ref- 81, and clearly shown particularly in Figure 9..

The intermediate portions of these air passageways are of enlarged proportions, providing zones of low velocity and relatively large heat-transmitting surfaces, for increased heat-absorbing efflciency. The outlets of the air passageways of cylinder head 54 operatively communicate with the heat exchange unit 58, and the corresponding outlets of the air passageways of cylinder head 55 communicate with the heat exchange unit 69. Both of these heat exchange units conduct therethrough the exhaust gases from the cylinders, the heat thereof being conducted through intervening heat transmitting walls to the air currents from the cylinder heads as aforesaid.

The particular forms of units disclosed represent merely two of various other possible devices to serve this purpose, it being understood that this invention is not limited to the two The heat unit 68 receives from the exhaust manifold associated therewith through openings 14b the burnt gases which flow through the spaces 18 between the outer casing of the unit 58 and the inner casing ll carrying the heat-receiving air, and out through opening 140. The path of the air is illustrated by arrows, the air passing through the tubular casing ll constructed with a return bend and having therein a plurality of ribs or radiating fins 12. At the opposite end is the heat exchange unit 59, as aforesaid, the form illustrated containing a plurality of tubes 13 conducting therein the hot exhaust gases entering the unit from the adjacent exhaust manifold through the openings 14a and leaving through opening I4. The exhaust outlets 14 and are connected to suitable piping leading to the muffler, the specific arrangement not being illustrated as it is well-known in the art. The air from the transverse passageways of cylinder head 55 follow the course indicated by the arrows of Figure 6, entering the tubes on one side of the baffle 15, emerging into the compartment 16 and then pursuing a return course through the remaining tubes as indicated. The air streams from both preheating units are then directed by suitable pipes 11. towards the intake manifold casing, both streams of air being siamesed through the Y portion 18 shown as an integral portion of the intake manifold casing.

It should be noted that the cylinder heads 54 and 55 are constructed to permit the operative passage therethrough not only of air, but also of water. Referring to Figures 9 and 10, the air from inlet 52 is divided into several parts, the ducts l9 and 88 being adapted to receive through the openings 8| and 82, respectively, certain portions of this air to convey such portions to the passageways 58 and 5| respectively, the remainder of the air from inlet 52 flowing directly into the passageways 59 and 50. And by referring to Figures 10, 12, l3, l4 and 15, it will be observed that passageways for water are also provided, these being designated by the reference numerals 83, 84, 85, 85, 81 and 88. Only fragmentary portions of the water jackets, however, are disposed over the combustion chambers, these high temperature regions being reserved primarily for the air passageways, for reducing the warming up period, increasing the thermal efficiency, and for the other reasons herein set forth.

And again referring particularly to Figures 8 and 9, it will be observed that the bosses generally designated by the reference numeral 39 are adopted to receive therethrough suitable studs for attaching the cylinder heads to the engine block. The depressed portions 90 contain threaded apertures 9| therein for receiving the spark plugs.

The modification of Figure 11 may at this time be referred to as merely representing a slight departure from the. structure of Figure 9. Here two tub'ular elements 92 of insulating material are inserted in the ducts 19 and 00, to prevent a cooling of the air before entering the transverse passageways in the cylinder head. In all other respects this form of my invention is similar to that of Figure 9.

Referring again to the path of the air after leaving the heat exchange unit 54 and 65 and entering the intake manifold casing 40, a portion of this air is directed into the multiple-Venturi gasifying system above referred to, and another portion is by-passed towards the primary Venturi system for supplying a combustible mixture to the engine for starting, partial throttle and idling purposes. In order to enable the action and effect of the air from this point on to be fully understood, it will be necessary to describe the arrangement of the said Venturi systems.

In the particular form of my invention as illustrated, a dual set of multiple venturis is employed whereby each set operatively feeds two cylinders on one bank and two cylinders on the other bank of the engine, this arrangement constituting the main mixing chamber. It is understood, however, that the cylinders may be fed in any other sequence of suction on either bank, within the scope of this invention. A detailed operation of the two Venturi conduit 93 and 94 will not be attempted here, inasmuch as its operation is fully set forth and described in said Patent No. 2,108,800. Suflice it to say that each set consists of a plurality of successively expanding overlapping Venturi tubes, the overlapped terminals of each tube being disposed within a predetermined portion of the throat of the overlapping tube, certain of the terminals being serrated. The overlapping arrangement is such as to provide circumferential gaps between adjacent venturis to permit the introduction of air for interpenetration and thorough admixture with atomized fuel streams within the conduits. Both sets of venturis are suitably mounted within a housing 95, being supported by pedestals 96 secured by screw means 91 to the base of the housing. The upper portion of the housing 95 contains an inlet duct 99 for supplying air to the circumferential gaps of said multiple-venturis, said duct having therein a rotatably mounted valve 99, this valve being preferably mounted oficenter and normally kept closed by yieldable means to be hereinafter described, and being hence adapted to be opened only under the influence of the engine suction; and the outlet end of the housing is provided with two outlet ports I00 and IOI.

Extending through the opening I02 at the rear of the housing 95 are the main Venturi fuel noz zles I03, to be more fully hereinafter described, the terminal portion of each of these nozzles extending into the corresponding first Venturi tube I04 (Figure 3). The nozzles I03 are suitably supported within the block I05 which contains thereon a chamber I06 housing certain metering apparatus for controlling the flow of the liquid fuel into the nozzles I03, as will be more fully hereinafter set forth. The chamber I06 is also provided with a protecting cap I01 as illustrated. Said block I 05 contains therein the passageway I08 for the liquid fuel from main fuel line I91 (see Figures 3, 28), the liquid fuel being conducted, as will hereinafter appear, to the annular chamber I09 in each Venturi nozzle I03, from which it is drawn into'the region of the throat of the nozzle by the depression prevalent therein due to engine suction. The details of the nozzles I03 are similar to primary nozzles I25 and 26, and these together with the speciflc metering arrangement will be later referred to and described in greater detail for clarifying the operation of this device.

Attached to the rear of block I05 is the fitting IIO (Figures 3, 5 and 26) which at the lower flanged terminal III thereof communicate with the aforesaid Y portions 18 of the intake manifold casing to permit the entrance of the air from the aforesaid exhaust preheater units. The said fitting also contains a second outlet II 2 which communicates with a tubular by-pass forming part of the housing unit and extending longitudinally therealong, as clearly shown in Figure 5. It will be noted that the said block I05 is separated from the casing 95 and the fitting IIO by gaskets H4 and II5.

The conduit housing 95 terminates at the forward end thereof in a flange II6 the entire face thereof being preferably in one plane, as shown in Figure 5. Bolted on to this flange and suitably supported upon the horizontal wall 41 of the intake manifold casing is the primary mixing chamber andthrottle valve unit I I1, shown in Figures 3 andalG to 20. This unit serves numerous purposes, including the support of suitably controlled unbalanced throttle valves within passage for admitting into the intake manifold conduits 45 and 46 the gasifled fuel stream from the aforesaid main multiple-Venturi system; the creation of a sufllcient depression, under the direct influence of the intake manifold suction, to introduce into the engine a gasified combustible mixture at the instant of starting; to preheat for starting purposes suflicient quantities of previously heated air to insure combustion; to provide for quick heating of the said primary mixture chamber by the direct action of the exhaust gases passing through a heat bridge: and to enable a manual control of the richness of the starting mixture to be readily effectuated without restricting the supply of air.

The by-pass II 3 communicates directly with the duct H8 in the unit I I1, this duct joining and communicating with the transversely disposed air channel H9 in said unit, such juncture being shown in Figure 5. The inner wall of channel H9 is lined with suitable insulating material I20 and contains therein the electric heating element I2I, which is connected by suitable conducting means, including the wire I22 (Figure 4), to the battery and starting mixture control button I68the circuit being shown in Figure 7 and hereinafter described. The auxiliary air channel I I9 contains in the lower wall thereof two openings I23 and I24 from which extend the two auxiliary venturis I25 and I26, these being disposed within the ducts I 21 and I28 respectively, the ducts being in registry with the openings 49 and 48 and hence in communication with the intake passageways 45 and 46 of the intake manifold.

Each of the auxiliary venturis I25 and I26 is substantially similar to the venturi construction of nozzle I03, and comprises an inlet portion I29 and an outlet portion I30, both of said portions portions in proximate but spaced relation thereby providing in the region of the throat thereof a gap I3l. Surrounding this throat region is an annular chamber I32 containing a plurality of apertures I33 which communicate with another annular chamber I34 into which the .fuel inlet duct I35 extends. Hence'fuel operatively introduced into the annular chamber I34 will be drawn through the apertures I33 into the annular chamber I32, and thence through the gap 'I3I at the throat of the venturi downwardly towards the intake manifold. The preheated air entering the inlet I23 and I24 create a considerable-depression in the throat of each of these venturis, the depression being sufllcient to draw in the auxiliary fuel from the fuel line I36- leading directly to the fuel tank. Due to the highly preheated state of theair entering the auxiliary venturis I25 and I26, a very thorough vaporization of the liquid fuel is effected, thereby insuring ignition in the cylinders. And to assure starting without flooding the'manifoldiunder the fuel line I36 to the inlet channel I31 which inter-- -comparatively unfavorable conditions'of, a cold j engine, and to provide for smooth idling operav2 .tion, my invention further controls the flow of auxiliary air channel H6 is the passageway I6I; and positioned within the duct I66 is the needle valve pin I62 normally kept in its opts position a with respect to valve seat at I56 by the normal position of the mixture control button I66 to be hereinafter described. This button or manual control on the instrument board is operatively connected with the lever I63 (Figures II, 16 and 1'7) aiiixed to shaft I64 upon which is mounted the pinion I65 engageable with the rack I66 carrying the said valve pin I62. The spring I6'I serves to take up the backlash between gear members I65 and I66.

In the operation of the primary mixing chamber of unit I", preheated air enters auxiliary air channel 6, as aforesaid, and is directed downwardly through the auxiliary venturis I and I26, thereby causing a depression in the throats of these venturis. under the direct influence of the vacuum in the intake manifold, and in this manner drawing up the hydrocarbon fuel through the fuel line I36, into the chambers I" and I36, and through the jets I and Ill.

Inasmuch as the valve member I56 is normally unobstructed and open, the preheated air coursing through the channel II6 also enters through passageway I6I' and valve member I56 into the transverse air channel I56, to be drawn down sects the chambers I36 and I36, the latter communicating with the two primary venturis I25 and I26 through the jets I46 and HI and'the' two channels both identified by the reference numeral I35. The said jets I46 and I are threaded within their respective chambers I38 and I36, and are replaceable so as to present restricted passageways I44 and I45 of such dimensions as may be suitable under the circumstances. The channels I are preferably in tangential relation with respect to the annular chambers I34 surrounding the throats of the nozzle so as to facilitate the entrance of the fuel therein.

Extending within and in threaded engagement of the walls of the two emulsion air ducts I46 within the body of unit II1 are the threaded stems I", each of these carrying a needle valve pin I46 operatively engageable with a valve seat I46 communicating with a channel I35. The threaded stems I41 extend upwardly through the body of unit I" and have attached to their upper terminals the two gears I56 which flank and engage the. gear I5I. Said latter gear is fixedly attached to the coupling I52 mounted thereover, said coupling and associated gears being rotatable to raise and lower the valve pins I46, through the medium of a knurledknob I53 (see Figure 3)., mounted on a shaft I54 extending through the air cleaner casing 36. Said shaft extends downwardly into the axial aperture I55 in the said head I52 and is maintained in fixed relation thereto by the pin I56 extending through the slot I51 in said head. Yieldably urged outwardly by spring I66 from the body of .the unit I I1 is the lock pawl I66 in engagement with the teeth of gear I5I to retain it in its projected position, and also to enable the extent of rotary movement of knob I53 to be determined, in wellknown and conventional manner. I

Both of said air ducts I46 are connected to the transverse. air-bleed channel I58 (Figure 17), which communicate with the valve member I56 (Figure 19) positioned within the air duct I56.

through the emulsion air ducts I46 and through the valves I46, thereafter to be directed through channels I35 into the annular chambers I34 of the venturis I25 and I26, out through the apertures I33, and down said venturis to mix with the air flowing downward through the throats of the venturis. It will thus be noted that under these conditions, instead of hydrocarbon in the usual liquid form being introduced into the mixture stream, an emulsion of heated air and the fuel is introduced into the venturis. -My invention for providing idling and starting mixture enhances atomization and because there is no fuel lay-passed through small orifices around the throttle as is done in conventional carburetors, freezing up of the throttles in certain atmospheric conditions is prevented. When the throttles are wide open and the intake manifold vacuum drops to a low value, fuel stops emitting from the auxiliary venturis I25 and I26 and the emulsified hot air as well as the hot air passing through the throat of the said venturis keeps these units at a high degree of temperature. When the throttle is closed from wide open position, and the intake manifold vacuum rises to a higher value, the said venturis begin to discharge fuel, and being heated as above described, immediate atomization and gasiflcation of the fuel ensues, thus preventing the formation of ice on the periphery of the throttle valves I15: (Figure 3) and causing them to freeze against the throttle bore which commonly occurs in conventional carburetors at this cycle of operation. The said venturis I25 and I26 having their discharge portions I36 pointing downwardly and ahead or anterior to the throttles I15 in the combustion mixture conduits 46 and 46 arethus fed with a combustible mixture, not having to pass the. periphery of the said throttle valves I15, in this way eliminating the hazard of freezing or formto the Figures 18-20 it will be found that my invention eliminates the objections with a conventional carburetor. The said jets referred to are designated by the reference numerals I40 and HI, and the air bleed system by the reference numerals I48 and I49. With the construction above-described, the bleeding of the air through channels I85 when the valve I58 is open will obviously decrease the suction pull at the throats of the jets I40 and I, thereby obviating the possibility of a flooding of the intake manifold. And obviously by proper adjustment of the valves I49 and I58, the pull on the fuel flowing through the said jets can be controlled as desired.

During the starting of the motor, the mixture control button I68 on the instrument panel (Figure '1) may be pulled out, thereby pulling the link I18 in the direction of the arrow to rotatably actuate the lever I63 to bring the needle valve pin I82 from its open position of Figure 19 towards its closed position. When this occurs, the amount of emlusifying air being admitted for admixture with the liquid fuel is accordingly decreased, thereby proportionately increasing the amount of liquid fuel introduced into the venturis I and I26. This however does not affect the amount of air being introduced from the hot air channel 8 through the outlets I28 and I24 into the auxiliary venturis I 25 and I26, the only 30 air that is cut ofl' being the so-called emulsifying air above-referred to. This is hence distinctively different from the conventional choke control whereby the air is practically shut off to cause over-rich conditions.

The arrangement is such that when the mixture control button I68 on the instrument panel is fully pulled out. the pin I62 will completely close the valve I 58, and at the same time the circuit through the heating element I 2| and the battery will be closed. This is eflectuated by the engagement of the lug with the lever I8I of the switch I82 in the circuit. This obviously causes a further heating of the air coursing through channel H8 and entering the said primary venturis. Hence, when it is desired to start .a cold engine under adverse conditions, the said button I68 is pulled out to its fullest extent, enabling undiluted and unemulsified liquid fuel to be introduced into the venturi system, together with extremely preheated air. The amount of preheated air required to produce this result is relatively small, and hence the amount of electrical energy consumed over the short period of time the circuit is closed is not excessive. I

It has been found that inasmuch as the venturis I25 and I26 are subjected to the direct infiuence of the intake manifold depressions and not to depressions that are prevalent in carburetors (as with some conventional desi ns), there is sufllcient suction through the auxiliary jets. I40 and HI to enable a considerable hydrostatic fuel-lift to be effectuated thus dispensin with need for auxiliary means of supplying fuel to the auxiliary venturi system through fuel line I36. When, however, particularly during the starting or idling operation of the engine the depression in the intake manifold should decrease, a pulling out of the mixturue control button I68 will cause, as aforesaid, a shutting ofl' of the emulsifying air and consequently produce an increased suction on the fuel flowing through the jets I40 and HI, thereby making it possible at all times, under the most adverse conditions, to

effect a suflicient hydrostatic fuel-lift for p ac- 75 tical purposes through the auxiliary venturis. It should however be noted that the fuel lift arrangement in the throttle body unit '1 is primarily used for starting a motor. Provision is made for enriching the mixture for'thi's purpose and for warming up the engine as aforesaid. Should need arise in operation of the engine to increase the hydrostatic fuel-lift, suction on the fuel feed line I36 is proportionately increased by pulling out the button I68 on the instrument panel (Figure 7) which actuates the metering needle I62 (Figure 19) closing off the aperture in seat I58, thus causing a restriction in the air flow from atmosphere through passage I8I thence through passage I58, communicating with emulsifying duct I46. The degree of the suction eifectuated is determined by the position of the valve I62 in the valve seat I58, thus effectuating a hydrostatic rise in the" fuel column passing through fuel line I36, thence through passage I31, auxiliary jets I40 and I and venturi I25 and I26. The auxiliary venturis I25 and I26 further serve as the idling discharge nozzles and continue discharging hydrocarbon fuel in the intake mixture throughout a partial throttle range. The degree and period of this discharge is determined by the intake manifold depression and the differential in the size of the oriflces in the auxiliary fuel jets I40 and HI, and the apertures presented in the annulars between the metering needles I48 and the needle seats I48 (Figure 20). The fuel from line I81 for the multiple venturis constituting the main gasifying system would at all times be supplied by the arrangement of jets, metering and Venturi nozzles associated with block I05 at the inlet to the multiple Venturi system, hereinafter again referred to. The system can be so designed, in accordance with my invention, that below a certain predetermined intake manifold depression. the auxiliary fuel supply from line I86 will be cut off, and fuel supplied only through the main gasifying system from line I81; and it has been noted that in actual practice the pull on the main fuel line I81 remains practically constant after certain speeds are reached. regardless of subsequent increases in intake manifold depressions.

On conventional dual carburetors, difliculty has been experienced in synchronizing the respective idling adjustments. My invention provides a means for keeping the said idling adjustments in synchronism by the medium of gears I 50 which are meshed with pinion gear I5I. The adjusting knob I53 engages pinion gear I 5| through shaft I54, coupling I52 and pin I 56. (Figure 3). When knob I53 is rotated gears I50 move in unison, thus synchronizing the adjustment of the needle valves I48 in valve seats I48, thereby effecting the depression or suction in passages I and auxiliary fuel jets I and I 4I.

For initial idling setting, each adjustment can be set separately. This is accomplished by removal of the hexagon nut 200, air cleaner cover 30. backing out lockscrew 215 lifting pinion gear I5I upward out of mesh or engagement with ears I50. This allows a rotative movement of each threaded stem I41 and needle valves I46 for separate idling setting for each throttle valve .I15. When this setting is made, pinion gear I5I is meshed in engagement with the respective gears I and lock-screw 215 is screwed on, thus keeping the said pinion I 5I meshed in engagement with the said gears I50. Thereafter, any

rotative movement of pinion gear I5I will move gears III in unison. This is an important feature of my invention as the idling adjustments for venturis I25 and I28 can be set on a flowbench or a motor at the time of the manufacture of the carburetor or gasifler and synchronized as above described, thus assuring identical idling settings when the device is attached to the motor on which itis to be used. It is especially beneficial in motors of the V-type wherein one carburetor throttle controls the flow of combustible intake mixture to some cylinders on one bank and to other cylinders on the opposite bank of the engine, as is the case with the Ford V-8 engine referred to By synchronization of the flow of combustible intake mixture through the anterior throttle discharge Venturi nozzles I25 and I26 referred to above, a more uniform ratio of fuel to air is obtained not only in the idle adjustment setting but part throttle operation as well. This results,

in smoother running of the engine.

'To insure quick warming up of the throttle body unit II1 (Figure 17) and for smooth running in normal operation of theengine, an exhaust jacket or heat bridge I59 surrounds the lower portion of the said throttle body unit II1. This so-called jacket or heat bridge contains a passageway I10 (see Figures 3, 4, 6 and 20) connecting through the ports "I and I12 in the wall 41 in the intake manifold, these ports communicating directly with the ports I13 and I14 of the exhaust ports cast, integral with the cylinder block communicating with the exhaust valves on certain of the cylinders of the engine. Said exhaust ports form a branch of the respective exhaust manifolds attached to the outer wall of the cylinder block on both the right hand and the left hand side of the engine. The arrangement is such as to cause a portion of the burnt or exhaust gases to be directed through the said ports I13 and I14, into ports "I and I12 and through the passageway I1II, to produce alternating surges of such burnt or exhaust gas currents. In this way the region surrounding the auxiliary venturis I25 and I25 will be preheated during the operation of the motor. The dissipation of heat through the walls of the said throttle body unit II1, (Figures 4 and 5), entering thecombustible intake mixture, assists the atomization and the gasification of the fuel and is conduciveto smoother running especially at idling and part throttle operation. It is, however, to be understood that this exhaust heat jacket or heat bridge so called, can be dispensed with by merely plugging up the ports I'll and I12 or by providing valves for either manually in this specification.'

or automatically controlling the flow of exhaust gases through said ports I13 and I14.

The casing II1 also is adapted to contain therein the anterior throttle valves I15 and I15, these being positioned between the discharge ends of the multiple Venturi gasifier and the intake manifold. These throttles are mounted of!- center on shaft I11 extending through the body of the casing, the shaft being operatively connected to the accelerator pedal in a manner to be hereinafter described.

The throttle valves I15 and I15 are normally maintained in a closed position by the spring I83 operatively associated with the accelerator pedal I84 and the accelerator link I85 connected in known manner, through suitable linkage I86 extending through the intake manifold casing, to the rod 2I4 joined to the throttle valve lever 2I5 (Figures 21 and 22). Aflixed to the throttle valve shaft I11 is the disc 2I8 containing thereon the spring I83. when the engine suction causes an opening of the unbalanced throttle valves I15 and I16, due to the pressure differential on opposite sides thereof, the disc will rotate in 'a clockwise direction (Figure 22) until the lug 2I1 encounters the stop 2I9, beyond which the valves cannot be opened. The position of the stop 2I9 is obviously controlled by the position of the accelerator pedal I84, a depressing thereof resulting in a movement of the link I and rod 2 in the direction of the arrows (Figure 21) to cause a rotation of the lever 2I5 in a clockwise direction, or in a direction away from the normal position of the stop 2". Hence when the pedal is pressed down for more gas, all that is done is to draw the stop 2|! away from the lug 2I1, thereby permitting the throttle valves to open by the engine suction to a point concounter-clockwise movement of the lever 2I5,

thereby forcing the lug 2" (with which it is in engagement) to move with it to produce a closing rotation of the throttle valves. 1

In this manner. the opening of the throttle valves is taken out of the manual control of the operator, the valves being opened, through the depression in the intake manifold system, entirely by the suction of the motcn This automatic control of the offset axis throttle valves prevents the sudden drop in depressions in the intake manifolds, thus assisting the carbureting system to charge each respective cylinder with the proper amount of combustible mixture. thus tending to eliminate detonation or pinging.

In order to dampen out all fluttering of the sensitive anterior throttle valves I15 and I16 due to engine pulsations, I employ the liquid dash pot device I18. Attached to the shaft I11 is the arm 220, and pivotally detached to the outer end thereof is the link 22I Pivotally attached at 222 of the link is the piston 223 containing therein a hollow chamber 224 open at the bottom and provided therein with the disc-like valve 225. The upper peripheral edge 226 of this valve is bevelled for engagement with the correspondinglv bevelled upper portion 221 of the interior of chamber 224. The valve 225 contains the peripheral vertical slots 228a intersecting the bevelled annular peripheral edge 225; and the piston is provided with a plurality of radially extending channels 228 communicating between the upper portion of the piston and the wall 230 of the cylinder 23L And positioned within a suitable annular groove in the lower portion of the throttle valves are bevelled edge 228 thereof" is seated against the wall 221 to completely shut off channels 228 from communication through the interior of the piston with the interior of the cylinder,-the upward movement of valve forcing out any air. that might be trapped in the upper part of cham-- her 220. Upon the continued downward movemrnt of the piston, the fluid from the cylinder will be forced upwardly through the relatively small space between the wall 230 and the body of the piston, and then through space 229 to overlie and submerge the top 235 of the piston, the

cylindrical wall 230 keeping the fluid confined within the vessel. It is thus seen that an opening eiiort upon the throttle valves is resisted by the action of the fluid, although an operativemovement is permitted due to the upward movement of the cylindrical column of liquid.

When a closing movement is imparted to the throttle valves I15 and I18, the arm 220, the link 22I and the piston will be elevated. When this occurs, the valve 225 will beforced down onto the lock ring 232, and the fluid will flow down into the cylinder 2: through the channels 228 and slotted portions 228a, as well as through the spaces 229 and 234. Thus there will be less resistance to an upward movement of the valve 225 than to a downward movement, thereby enabling the throttle valves I15 and I18 to be more easily closed than opened, and yet at all times producing a dampening effect on the opening movement of these valves.

through lever 2I3, also mounted on shaft 2I2, to the dash pot 205, which normally keeps the air valve in its closed position, as will more clearly v hereinafter appear.

In the operation of the above-described meteringdevice, it is apparent that the amount of liquid fuel drawn into the main multiple-Venturi system through nozzles I03 is dependent upon the position of the air valve 99, inasmuch as an opening movement (counter-clockwise in Figure 29) of the valve will cause a corresponding rotation of the cam 2| I, roller arm 209 and lift lever I 95. And upon an upward movement of lever I91, the lift blocks I94 and the metering pins I9I will be correspondingly lifted, against the action of springs 201, to admit more fuel'through the channels I90 into the nozzles I 03. The valve 99 being, as aforesaid, mounted oft-center, it will be opened, against the action of the dash pot device 205, by the engine suction. Hence the arrangement is such as to provide for an automatic control of the main liquid fuel supply in accordance with engine demands, the amount of liquid fuel admitted being in that proportion to the air admitted through valve 99 as is determined by the design and contour of the cam 2| I, and the construction of the dash pot device 205, which will now be determined.

For best and most efllcient results it is desirable,that there be provided greater resistance to the operative opening effort exerted upon the air The main air valve 99 at the entrance to the main gasifying system is also normally yieldably kept closed, and operable under the influence of the engine suction. I prefer to employ in association with valve 99 an air dash pot device 205 controlled by the depression prevailing in the mixing chamber or Venturi conduit system, a description of this device to be hereinafter given.

The fuel inlet means provided at the entrance to the main mixing chamber is associated with the metering block I05, and is fed by a main fuel line I81, as aforesaid. This communicates through channel I08 with the two passageways I89, which in turn communicate with the two main inlet Venturi nozzles I03 through the channels I90. Positioned within said passageways are the metering pins I9I which control the amount of fuel drawn into the Venturi nozzles through the medium of the needle valve terminals I 92 and the valve seats I93. The said metering pins are secured to and suspended from the lift blocks I 94, which contain overhanging flanges I95 overlying the lifting lever I91 fixedly mounted upon metering shaft I98. The metering pins are threaded into the said lift blocks so that they can be properly adjustably positioned within the passageways I89, and once set, they will be held against displacement by the lock nuts 208. The metering pin springs 201, preferably held in proper position by the bosses 208 and upper terminals of the metering pins, are illustrated as being in abutment with said lock nuts to normally urge the metering pins into their lowermost positions. whereby predetermined minimum amounts of fuel will be delivered to the nozzles I03, in accordance with the specific design and operating, requirements.

of the air valve 99. The air valve is connected valve 99 at low speeds than at high speeds, and that this resistance be decreased as the engine develops great power and speed so that proportionately more air will be admitted to the mixing chamber. This is effectuated by the dash pot device 2'05 which contains the cylinder 240 and the piston 2 connected by link 292 to arm 2I3 affixed to the air valve shaft 2I2. The spring 243 within the cylinder normally urges thepiston upwardly and the air valve 99 into its closed position. Extending from the bottom of the cylinder 240 is the tube 244 which communicates with the interior of the casing housing the main venturis which receive and conduct the air and fuel mixture. Thus the depression within housing 95 caused by the engine suction is communicated through tube 244 to the interior of dash pot cylinder 240 to pull the piston 2 down and consequently help to open valve 99 against the action of spring 243. Hence at low speeds, when the depression within casing 95 is low, owing to the free flow of air through the secondary venturis I03, the engine suction will have relatively little efl'ect on piston 24I, so that under these conditions comparatively little air will be admitted through valve 99. But as the power and speed of the engine increases, the throats in venturis I 03 become inadequate to supply the increased demand for air, hence the depression within the housing 95 will be correspondingly increased, causing a greater opening of the valve 99 for the admission of more air into the mixing chamber.

cooperatively associated with dash pot 205 is the fluid dash pot device 250 connected through the link 25I and arm 252 to the air valve shaft 2I2. The arm 252 is affixed to shaft 2I2 and together with arm 2I3 forms a beam member adapted to reciprocatingly actuate the pistons 2 and 253 in opposite directions. Although the cylinders 240 and 254 are illustrated as being separateunits, it is of course understood that they can be combined in a single unitary structure. The said piston 253 contains a vertical passageway 255 therein extending to the bottom piston an a in its uppermost in its lowermost position,

ered, the piston 25! ball check valve 258 for permitting an upward flow of fluid through the eway, and preventing a downward flow therethrough in well known manner. Y a 7 Normally when the air valve 98 is closed, the and the piston in the cylinder 2" containing therein a selected liquid. When the valve 88 is operatively opened and the piston 24! lowwiil be caused to rise against atmospheric air pressure, creating a vacuum underneath the piston and gradually drawing down the fluid along the peripheral space 258.

This action obviously has a retarding influence upon the opening of valve 99, thereby not only preventing a fluttering of the valve, but also serving to maintain a sustained pull on the main fuel nozzles, as will more clearly hereinafter appear. During the upward movement of piston 253, the check 256 will obviously close the passageway 255, whereas during the down stroke of piston 253 the ball check will move out of its obstructing position to permit the upward flow of the fluid through the passageway. Thus dash pot 250 also serves to provide greater resistance to the opening of the air valve than to its closing, and is a valuable adjunct to dash pot 205 whose effectiveness in restraining the opening of valve 99 decreases with engine suction which is communicated to cylinder 240 through tube 244, as aforesaid.

The action above described is of considerable importance in fuel lift devices, particularly of the type employed in the engine construction forming the subject matter of this invention where accelerator pumps are neither employed nor considered desirable. If the retarded action of the air valve 99 were not to take place, an

opening of the main throttle valves would cause a decrease in the depression in the main Venturi mixing chamber, with a consequent decrease in the suction pull exerted on the main fuel supply nozzles, a condition which would be aggrevated by the production of a lean mixture caused by the inrush of the air through inlet 99. But with the retarding influence upon air valve 99 by the mechanism above described, sufficient depression is maintained in the mixing chamber during acceleration to uninterruptedly draw the fuel from the main fuel nozzles.

It is'thus apparent that .by the structure and method of my invention as hereinabove described,

the air required for combustion within the cylinders of the engine is so treated, heated, apportioned, distributed and conveyed as to enable it efficiency of the engine, as well as to effectuate a quick starting thereof under .adverse conditions. The arrangement is such as to enable a" wide range of fuels, from heavy solvents to light hydrocarbons, to be eflectively gasifled, a result hardly possible with any known system of carburetion. And by maintaining an effective and substantially unobstructed circulation of relatively' cool air over the intake manifold and main gasifying system, the likelihood of vapor-lock" is practically eliminated regardless of atmospheric conditions. And it is to be further observed that by employing some of the preheated air for producing an emulsified charge of fuel admixed with the preheated charge of air directed through the primary starting and idling venturis, the richness of the fuel mixture for such purposes can be readily controlled without restricting the air charge, as is necessary with conventional choke controls; and also by such means is the danger from the formation of ice on carburetor parts entirely obviated.

Although my invention as above described is illustrated in the drawings as being specifically applied to a Ford V-8 engine, it is of course understood that it is equally adaptable for use with other types of internal combustion engines. It is also understood that other additional forms and modifications of the apparatus and adaptations of the method constituting this invention can be employed beyond and in addition to those hereinabove described, all within the scope of the appended claims.

What I claim is:

1. A method of treating the air required for combustion in an internal combustion engine containing a main air and gas mixing chamber and a separate auxiliary mixing chamber, comprising the steps of conveying all the said air from the atmosphere towards the region adjacent the intake manifold of the engine, tempoiarily confining the air within said region, directing a portion of said air into said main mixing chamber, directing and conveying another portion of said air first in close proximity to combustion chamber walls of the engine, and thereafter in close proximity to walls of the exhaust gas ducts of the engine to preheat said air, returning said preheated air to theregion of the intake manifold, directing a portion of the preheated air into the main mixing chamber, and diverting another portion of said preheated air to said auxiliary mixing chamber.v

2. A method of treating the air required for combustion in an'internal combustion engine containing a main air and gas mixing chamber to perform manifold functions. The air is drawn in from the atmosphere through an air cleaner of novel design whereby the air is cleansed by a device devoid of the disadvantages inherent in conventional structures, as hereinabove set forth. The distribution of the air initially drawn in is so effected as to be conducive to the maintenance of substantially uniform and relatively cool temperatures throughout the extent of the intake manifold, for uniform conditions and high volumetric efliciencies. A portion of the cleansed air is immediately directed into the gasifying system for thorough interpenetration withthe vaporized fuel stream, and another portion of the air is diverted through the cylinder heads of the engine and the exhaust manifolds to absorb the heat therefrom, whereby such sensible heat as is absorbed is subsequently employed for gasiflcation, fuel-lift purposes, to enhance the thermal and a separate auxiliary mixing chamber and separate fuel lines to both of said chambers, the steps according to claim 1, including the additional step of admixing a portion of the said preheated air diverted to the auxiliary mixing chamher with the liquid fuel in the line connected with the auxiliary mixing chamber, whereby an air and gas liquid emulsion is formed.

3. In a method of preheating air for use in an internal combustion engine, the steps of 'directing said air to the cylinder head of the engine, dividing said air into a predetermined number of portions, directing said portions along paths transversely across and in close proximity to'the combustion chambers of the engine for the engine, and an air reservoir communicating with said passageways, said reservoir being formed by a casing positioned upon and extending substantially over the length of the intake manifold of the engine, and louvres in said casing for the admission of air therethrough.

5. In an intemai combustion engine the combination accordingto claim 4, said louvres being positioned at the lower portion of the casing.

6. In an internal combustion engine, a cylinder heat unit containing a plurality of laterally enclosed air passageways extending above and transversely across the combustion chambers of the engine, and an air reservoir communicating with said passageways, said reservoir being formed by a casing positioned upon and extending substantially over the length of the intake manifold of the engine, and louvres in said casing for the admission of air therethrough. further provided with air permeable material within said casing and adjacent said louvres for cleaning the air entering therethrough.

7. In an internal combustion engine, an intake manifold casing having a peripheral wall thereabout, an air and gas mixing chamber, a support within said intake manifold casing for said chamber, a cover unit for the intake manifold comprising a casing mounted upon said peripheral wall and completely enclosing said mixing chamber and forming an air reservoir with the said peripheral wall, louvres in said cover unit for the admission of air into the said reservoir, an air inlet duct associated with said mixing chamber and communicating with said reservoir, and an air outlet in the wall forming said reservoir.

8. In an internal combustion engine, the combination according to. claim 7, the inner wall of the cover casing being lined with heat insulating and sound absorbing material, the louvres being provided with air permeable material for cleaning the air entering therethrough.

9. In an internal combustion engine, the combination according to claim 7, further provided with air preheating means outside of said reservoir, the said air outlet communicating between said reservoir and said preheating means,

- 10. In an internal combustion engine, an air cleaner unit comprising an elongated hollow casing having a lateral wall adapted for mounting upon the intake manifold of the engine, louvres in the lateral wall of the casing, air permeable material within said casing and adjacent said louvres for cleaning the air entering therethrough, means to hold said material against said lateral wall, and a lining of heat-insulating and sound-absorbing material on the inner surface of the casing.

11. In an internal combustion engine, an intake manifold, a main mixing chamber, an auxiliary mixing chamber, both chambers being mounted over said intake manifold, fuel lines to both said chambers, air preheating means, air conduit means between the atmosphere and said preheating means, preheated air conduit means between said preheating means and said main mixing chamber, and a tubular by-pass communicating between said preheated air conduit means and said auxiliary mixing chamber.

12. In an internal combustion engine, an intake manifold, a main mixing chamber, an auxiliary mixing chamber, both chambers being mounted over said intake manifold, fuel lines to both said chambers, air preheating means, air conduit means between the atmosphere and said preheating means, preheated air conduit means between said preheating means and said main and auxiliary mixing chambers, an air channel in said auxiliary mixing chamber, fuel atomizing means in said auxiliary chamber, and openings in the wall of'said channel communicating with said atomizing means, said air channel communicating with said preheated air conduit means.

13. In an internal combustion engine, the combination according to claim 12, further provided with emulsion air duct means communicating between said air channel and the fuel line associated with the auxiliary mixing chamber, said duct means being separate and independent from said openings in the channel wall.

14. In an internal combustion engine, the combination according to claim 12, the said air channel having therein an electric heating element in the battery circuit of the engine, and switch means operatively connected to said element.

15. In an internal combustion engine, the combination according to claim 12, further provided with emulsion air duct means communicating between said air channel and the fuel line associated with the auxiliary mixing chamber, said duct means being separate and independent from said openings in the channel wall, valve means operatively-associated with said emulsion air duct means, electric heating means in the said air channel and connected with the battery circuit of the engine, switch means operatively connected to said electric heating means, and manual means operatively connected with said valve means and said switch means, said valve and switch means being so cooperatively associated that only when the valve means is in its maximum closed position will the switch means be actuated to close the circuit through the electric heating means upon a manipulation of the manual means.

16. In an internal combustion engine, the combination according to claim 12, the said fuel atomizing means being partially disposed within said openings in the wall of the channel.

OTIS C. FUNDERBURK. 

